Railway-traffic-controlling apparatus



March 11, 1930. MYERS I 1,749,834

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed March 14. 1928 3 Sheets-Sheet l INVENTOR I J. IF. My: I'd

$2M M Mk March 11, 1930. J MYERS 1,749,834

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed March 14, 1928 3 Sheets-Sheet 2 A, Q mvem'on'. 1 KEY/Wrens,

b-KW

Patented Mar. 11, 1930 UNITED STATES PATENT i OFFICE JOHN R. MYERS, OF ELIZABETH, NEW JERSEY, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SVISSVALE, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA RAILWAY-TRAFFIC-CONIROLLING APPARATUS Application filed March 14, 1928.

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type comprising tra n carried governing means controlled by energy received from the tracki'ay. More particularly my present invention r lates to the trackway portion of such apparatus.

lVith apparatus of'the type described, it is customary to supply the train controlling current directly to the track rails, which are divided to form track sections. Thetrain controlling current, in at least one form of system at present in use, is delivered by a coding device. one of which is usually provided for each track section. One feature of my invention is the provision of circuits for supplying train controlling current from a single coding device to a plurality of traclr sections without requiring the use of add tional 29 line wires. 7

Another feature of my invention is the arrangement of circuits'in such-manner that train controlling current is supplied to the rails of each section only when a train actually occupies such section. l will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In. the accompanying drawings, Fig. 1 is a. diagrammatic view illustrating one form of trackway apparatus embodying my inven tion. Figs. 2 and 3 are diagrammatic views showing modified forms of a portion of the apparatus illustrated in Fig. 1 and'also embod ring my invention.

Similar reference characters refer to simi lar parts in each of the three views. deferring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a stretch ofrailway track over which trafiic normally moves in the direction indicated by the arrow. These track rails are divided, by means of insulated joints 2, to form a plurality of successive blocks of railway track only one of which blocks, A-D, is shown complete in the drawings. It is sometimes desirableto divide the rails of each block into a plurality of sectionsyand block AD is so divided by additional insulated joints 2 into 59 track sections A'B, B-C, and C-D.

- is constantly rentfrom the secondary of a line transformer 'G over line wires 3 and 3 Serial No. 261,665.

across the rails adjacent one end of the associated section, and the remaining Winding 8 supplied with alternating curdesignated by the reference character Q with an exponent corresponding to the location. The primary of each transformer Q, is supplied with alternating current from a suitable source of energy such as an alternator Track circuit current for controlling the track relays 15 at times supplied to the rails of each section from a track transformer having a secondary 4' constantly connected across the rails in series with the usual impedance 6. Current is at times supplied to the primary of each transformer Tin a manner which will be explained in detail hereinafter.

Block AD is provided with a line relay designated by the reference character H Each block is provided with a corresponding relay, but the line relay for the section to the right of point B is omitted from the drawing for the sake of simplicity.

Line relay H is at times supplied with energy from transformer Q over a circuit which may be traced from the left-hand terminal of this transformer, through wires 11, and 12, contact 13 of an approach relay F wires 1 1 and 15,

frontcontact 16 of track relay R wires 17 and'18, front contact 19 of track relay R wire 20, front contact 21 of track relay R wire 22, winding of relay H wire 23, front contact 24 of track relay R wire 25, front contact 26 of track relay R wires 27 and 28,

front contact 29 of track relay R and wires 30, 31, 32, 33, 34 and 35, back to transformer Q It will be plain from an examination of the drawing that the circuit just traced for line relay H comprises a pair of line wires extending throughout the block and including front contacts on each of the track relays in the block. When this circuit is closed, the line relay H is energized but this relay is deenergized when the train occupies any portion of block AD.

Each block is provided with a polarized relay designated by the reference character L with an appropriate distinguishing exponent, and controlled in accordance with traflic conditions inadvance. The control'of the polar relays L forms no part of my present dis closure and the circuits of these relays have been omitted from the drawing to simplify the disclosure. For present purposes it is sufficient to state that each relay L is normall ener ized in the normal direction so that its polar contacts are swung to the: left. L'ach relay L, however, is de-energized when the corresponding block or the blocknext in advance is occupied; and is energized in the reverse direction so that its polar, contacts are swung to the right, when the correspond- :OCCIlPlGKl. lay L 1s a slow acting repeater relay desiging block and the block next in advanceare unoccupied but the second block in advance 1s Associated wlth each polarlzed renated by the reference character P, with an exponent corresponding to the locatlon. Referring particularly to relay P the circuit for this relay may be traced from the left-hand terminal of the secondary of transformer Q through wires 36 and 37, contact 38 of relay L in its normal or reverse position, wire 39, winding of relay P and wires 40, and 41 back to transformer Q It will be plain, therefore, that relay LP is energized when relay L is energized in either direction, 35.

but that relay P is tie-energized when relay L is de-energized.

Each block is providedwith a'trackway signal, designated by the reference character S with an appropriate distinguishing exciated polarized relay L and repeater relay P. Referring for example, to signal S as shown in the drawing, relays H and P -are both ener 'ized, and relay L 1s energized 1n the normal direction. Under these conditrons, current flows from the left-hand terminal of the secondary of transformer Q through wires 36, 42 and 43, front contact 44' of relay H wire 45, front contact 46 of relay P wire 47, normal contact 48 of relay LA,

' wire 49, operating mechanism of the upper back to transformer Q blade of signal S and wires 50, 51 and 41 Under these conditions, the upper blade of signal S indicates proceed, and since'the operating circuit for the lower blade of the signal is open, the latter blade indicates stop. .1 will now as sume thatmelayL iszenergi'zed in the reverse exponent.

direction and that relays H and P are closed. Under these conditions, current flows from the secondary of transformer Q through wires 36, 42 and 43, front contact 44 of relay VH wire 45, front contact. 46 of relay P wire 47, reverse contact 48'of relay L wire 52, operating mechanism' of the lower blade of signal S and wires 50, 51 and 41 back to transformer Q At the sametime, current flows from the secondary of transformer Q through wires 36, 42 and 43, front contact 53 of relay H wires 54*a11d 55, reverse contact 56 of relay L wires 57 and 60, operating: mechanism of the upper blade of signal S and wires 50, 51 and 41 back to transformer Q Under these conditions the lower blade of signal S indicates proceedand the upper blade of this signalindicates caution. i

If relay L 'is also be de-energized, and if under these conditions, relay H is energized, current will flow from the secondary of transformer Q,

,over wires 36, 42 and 43, front contact 53 of relay H wires 54 and 58,;back contact 59:"

of relay ,P wires 60 and 60, operating mechanism of the upper blade 'of signal S and wires 50, 51 and 41, back to transformer Q}.

Under these conditions, then, the lower blade of signal S indicates stop and the upper blade of signal S indicates caution. When relay H is ole-energized, as by the presence of a train in block AD, all of the operating circuits of signal S are'o'pen and both blades of this signal indicate stop.

Associated with eachtrack section is a polarized approach relay,located adjacent the exit end of the section, and designated by the reference character F with a distinguishing Each approach relay F in the form here: shown comprisestwo wlndlngs 9 ole-energized, relay P /will.

and 10, one of which, 10, is constantly sup- 1 plied with alternating current from the sec- 7 ondary of the adjacent linetransformerQ. The remaining winding 9 of each approach relay F is attimessupplied with alternating current of one relativepolarity or the other from an associated auxiliary transformer designated by the reference character W with an exponent corresponding to the location. The primary of each transformer is constantly supplied with alternating current'from the adjacent line transformer Q1 Referring first to relay F winding 9 of this relay is provided with a circuit which may be traced from the upper terminal of thesecondary of transformer W through wire '61, front contact 3 62 of relay R wire 63, winding 9. of relay F and wire 64 back to the midpoint of the secondary of transformerW This circuit is j closed when track relay R is energized, under which conditions the current supplied to relay F is of such polarity thatthe relay is energized in its'normal direction'so that its contactsare swung-tothe left. When relay R is de-energized, current flows from the midpoint of the secondary of trans former VI through wire 64, winding 9 of relay F wire f F wire 118, front contact 69 63, back contact 66 of relay R and wire 65 to the lower terminal of the secondary of transformer WV Under these conditions, the polarity of the current supplied to relay F is suchthat the relay is energized in its reverse direction so that its contacts are swung to the right. 1 H

l/Vhen relay B is energized, and when relay F is energized in the normal direction, current is supplied from the left-hand -ter minal of the secondary ofv transformer WV through wire 67, normal contact 68 of relay of. relay R wire 70, winding 9 of relay F and wire 71 back to the mid-point of the secondary of transformer VV and when this circuit is closed relay F is energized in its normal direction. When. relay B is de-energized, however, current from transformer V flows through wire 71, winding 9 of relay F wire 70, back contact 73 of relay R and wire 72 to the right hand terminal of the secondary of transformer V and under these conditions, relay Fa -is energized in the reverse direction. It should'be pointed out that relay F is energized in the reverse direction when relay R is de-energized, and is energized in the normal direction when relayiR is energized provided relay F is then energized-in the normal direction. WVhen relay R is energized and relay F is energized in the reverse direction or is de-energized,.relay F is die-energized. The circuits for controlling relay F are similar to the circuits just traced for relay F and will be understood from the drawing without further explanation.

As shown in the drawing, the track is unoccupied so that all of the track relays R are energized. Relays F F and F are all energized in the normal direction. Under these conditions, track circuit current is supplied to the rails of each section in block AD as follows: 7

Referring first to section A-B, the circuit for track transformer T may be traced from the secondary of transformer Q over wires 74 and 75, contact 76 of relay F wire 77, front contact 78 of relay R wire 79, primary 5 of track transformer T wire 80, front contact 81 of relay R wire 82, contact 83 of relay F and wires 84 and 85 back to the secondary of transformer T This circuit includes two contacts 76 and 83 of the approach relay F which are arranged to be closed when the'relay is energized in its normal direction or is de-energized, but to be open when the relay is energized in its reverse direction. The remaining track transformers T and T are provided with circuits similar to that traced'for transformer T When a train enters the block A D, relay'R becomes de-energized, thereby energizto the rails of section AB is discontinued because contacts 76- and 83 of relay F are now open. Since relay R is energized and slnce relay F lsnow energized in its reverse direction, relay F C is de-energized, one circuit for this relay being open at normal contact 68 of relay F and the other circuit being open at back contact 73 of relay R In similar manner relay F becomes de-ener gized when normal contact 119 of relay F opens. WVhen the approach relay F becomes de-energized, the closing of back contact 89 sets into operation a code transmitter designated in general by the reference character K and comprising a. motor M which operates three code wheels N N and N Code wheel N operates a contact 92, and code wheels N 2 and N operate contacts 93 and 94 respectively, the contacts 92, 93 and94 operating in such manner that when the motor M is operated, the contacts are alternately opened andclosed at different frequencies. The circuit for motor M may be traced from the secondary of transformer QP, through wires 11, 86, 87 and 88, contact 89. of relay F wire 90, motor M and wires 91, 33, 34: and 35, back to transformer Q Contact 89 of relay F is closed when the relay is de-energized or is energized in the reverse direction, and so motor M of code transmitter K is now energized.

The train controlling current consists of alternating current which is periodically va ried by one of the contacts 92, 93 or 94 of the code transmitter K, depending upon traffic conditions in advance. For example, as shown in the drawing, relays R and P are 0th energized, and, assuming that the train occupies section AB, the circuit for train controlling current passes from the secondary of transformer Q over wires 11, S6, 87, 95 and 96, contact 94 of code transmitter K, wire 97 front contact 98of relay P wire 99, front contact 100 of relay R wire 101, contact 102 of relay. F wires 14 and 15, front contact 16 of relay R wires 17 and 120, reverse contact 103 of relay R wire 77, front contact 78 of relay R wire 79, primary 5 of transformer T wire 80, front contact 81 of relay R wire 82, reverse contact 104 of relay F wires 121 and 28, front contact 29 of relay R and wires 30, 31, 32, 33, 34 and 35, back to the secondary of transformer Q It will be plain then that as soon as a train enters the block, the code transmitter K commences to operate, and that with relay F D de-energized, the train controlling current is delivered to the line wires normally used to control the relay H The de-energization of relay R disconnected relay H from these Wires when the train entered the block; It will also be seen that as long as the traineecupies sect-ion AB, train controlling curformer Q :ta-c'tsof relayR to the rails controlling current I lay F is still de-energized and relay P rentis su plied from theseline wires over reverse contacts of relay F and front conof section A-B through transformer T enters sectionB- fl, "relay R opens, thereby interrupting the supply of the train controlling current to the rails of section .A--B. At the-same time the closing of backcontact 78 ofrelay R energizes relayF in the reverse direction. IVhen this occurs, train controlling current is :supplied to primary 5 of transformer T over circuits similarto those already traced for transformer T Under these conditions, then, train controlling current is supplied to the rails of section 13-41 in advance of the train. Similarly, Whenthe train enters section C -D, the de-energiza tion of relay R interrupts the supply of train controlling current to section B -C and energizes relay F in the reverse dirction. With relay F energized in the reverse direction, Contact 89 of this relay is still closed, and Contact 111 is also closed, so that train rails of section O-"D. I

When relay R became tie-energized, a circuitwas closed for-transformer T from secondary of transformer Q through wires 74, 180, 112, 113 and relay'R wire 79, primary 5 of transformer T wire 80,-back contact'116 of :relay R and wires 117, 118 and 85, back to transpasses out of section A-B, then, relay B will become energized, thereby energizing reing relay I-I with wires 20 and 25, but front contacts 19 and26 of relay R are now open so that relay H remains de-energized. In similar manner when a train passs out of section B-C, current supplied to transformer T over backcontacts 122 and 123 of relay R energizes relay R thereby picking up relay F in the normal direction, but relay I-I because front contacts When the train finally 16 and 29 are open.

0- 1), the next impulse passes out of section of train controlling current supplid to section C D energizes relay As a result, relay F becomes energized 1n the normal direction and contact 89 opens to stop the code transmitter K, thereby restoring the appara-..

:tus to "the condition 1n which it is shownin the drawing.

In describing the operation of the code 'transmitterwhen supplying train controlling current, I assumed vthatrelays R and P were both energized. It should be pointed out, however, that if relay E is energized is de-energized, when the train enters block -AD, the train control circuit "is similar to the one traced hereinbefore except'that wire 96'is connected with wire 99 over contact 93 of :code transmitter .K, wire 106 and back contact 107 of relayP instead When the. train gized, relay F then becomes energized in its -is then supplied to the 114, back contact115 off I .relays would have to operate before train When the rear of the train 'erning means.

in the normal, direction andconnect- The approachlrelays Fmay be operated 'with train controlling current which is pe-' riodically varied at 'difierent frequencies de? pending'upon the condition Vance of theblock. v 7

It should be observed that with the apparatus illustrated .in Fig. l when a train'enters block AD, relay R is first de-enerof tra-flic in at reverse direction, relay F then becomes de-' energized and finally relay F becomes .de-

energized. It will be seen that these relays operate in cascade and that not until the last relay in the series has become de-energized can the code transmitter K commence .to'operate to deliver train controlling current to the rails of the block. Undersome conditions local circumstances might make itv desirable I to have a large number of se'ctionsin a block, thus necessitating a correspondingly large number of approach relays F, Withthe apparatus shown in Fig. 1, these relays would operate in cascade so that theentire series of controlling currentwould besupplied to the rails. It might happen that the time interval thus introduced would be suflicient to cause lmproper operation of the train carried govwire 82 back to the midpoint of the secondary of transformer W The circuit for energizing relay F in its reverse direction is the same as shown in Fig. 1. I

The circuits for operating relay F are similar ,to those described for relay]? and will be understood without further explanation. WVith this arrangement it will beseen that under normal conditionseach of the ap- Y preach relays F is energized in its normal direction by current supplied from transformer W over front contacts of relay R When a train enters block A. D, then,relay F immediately becomes energized in the re verse direction and thelremaining approach I wire 118, front contact 69 of relay R Wire 7 0, winding 9 of relay F .an'd130, front contact 131 of relay R and wires 71 relays immediately become (lo-energized. Approach relays F control the supply of the train controlling current to the rails in the same manner as in Fig. 1 and the operation of the apparatus as a-whole will be under stood without tracing it in detail. It should be pointed out, however, that with apparatus shown in Fig. 2, thetime interval introduced by the cascade control of relays F in Fig. l is eliminated.

Referring now to'Fig. 8, the apparatus is similar to that shown in Figs. 1 and 2 with the exception that the approach relay F is a neutral relay instead of a polarized relay. When relay R is energized, the secondary of transformer W isconnected directly with the winding of relay F over front contacts 62 and 124 of relayR Furthermore, when relay R is energized, the primary 126 of an insulating transformer Z is connected, through front contacts 69 and 73 of relay B in parallel with relay F The secondary 127 of the insulated transformer Z is connected directly with winding 9 of relay F 9 and the current supplied to relay F under these con- .ditions energiesrelay F in the normal direction. When relay B is de-energized, current is supplied fromtransformer Q over back contacts 69 and 7 3 of relay R to primary 126 of insulated transformer Z and under these conditions relay F is energized in the reverse direction. The circuits for relay F D are similar to those just traced for relay F C and the operation of this relay will be understood without tracing its circuits in detail. When relays F and R are energized, the primary 5 of transformer T is connected, -over front contacts 7 8 and 81 of relay R and front contacts 185 and 136 of relay F B with the secondary of transformer Q so that .under these conditions track circuit current is supplied to the rails of section AB. When relay F B is de -energized, however, the primary 5 of transformer T is connected with wires 17 "and 28 over back contacts 135 and136 of relay F provided relay R is energized. The wires 17 and 28 are a part of the circuit for relay H as shown in Fig. l and hence train controlling current is supplied from these wires to the rails of section A-B when a train occupiesthe section. Finally when relay B is de-energized, trackcircuit current is supplied directly to primary 5 of transformer T from transformer Q over back contacts 115 and 116 of relay B in the manner already described in connection with Fi 1.

With the apparatus shown in Fig. 3, then, .when a train enters section AB, the deenergization of relay Rf de-energizes relay 'F and'also de-energizes relay F C and relay -F these relays opening immediately since they are not connected in cascade. It is understood thatapproach relays F and F in Fig. 3 control thesupply of train controlling relay, a, device controlled current and trackcircuit current to the rails in the same manner as in Fig. 1, the nonessential portions of the apparatus being omitted from the drawing in order to simplify the disclosure.

In conclusion, it should be pointed out that with apparatus embodying my invention, the code transmitter is normally at rest and is set into operation only when a train enters the associated block. Furthermore, each track section is normally supplied with track circuit current and is supplied with train cont-rolling current over the line wires normally used to control the H relays when and only when the train actually occupies the section. As soon as the front of the train passes out of a section, the de-energization of the track relay for the section next in advance discontinues the supply of train controlling current to the former section and supplies such former section with track circuit current.

Although I have herein shown and described only a few forms of railway traffic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus comprising a block of railway track having a plurality of successive track sections, a line by said line relay for governing trafiic through said block, a source of energy, a circuit for at times connecting said source with said line relay,

means effective when a train occupies said block to disconnect said relay from said circuit and for supplying train controlling current to at least a portion of said circuit,

'means also effective when the train occupies the block to supply train controlling current from said circuit to each section in advance of the train, and means for supplying track circuit current to each section in rear of said train.

2. Railway traflic cont-rolling apparatus comprising a block of railway track having a plurality of successive track sections, a line relay, a device controlled by said line relay for governing traflic' through said block, a source of energy, a circuit for at times connecting said source with said line relay,

means effective when a train occupies said block todlsconnect said relay from said circuit, a track relay. for each section, an approach relay for each section each controlled in part by the track relay for the corresponding section, means controlled by each approach relay for at times supplying train controlling current to the associated section from saidcircuit, and means for supplying for said'relay controlled by the track relay for said middle track circuit current to each section when the track relay for the section neXt in advance is de-energized. j

- 3. Railway traflic controlling apparatus comprising a block of railway track having a series of successive track sections, a track relay for each section, a line relay, a circuit all said track relays, a device controlled by said line relay for governing traffic through said block, an

approach relay for each section, means for normally energizlng all said approach relays in one dlrection, means effective when a train enters the first section in said block to energize the approach relay associated with said section in the opposite direction and to de-energize the remaining approach relays, means for successively enerremaining approach relays in the opposite direction as the train enters the corresponding sections, a code transmitter for supplying train controlling current to atleast a portion of'the circuit for said line relay when the last approach relay is de-energi zed or energized in such opposite direction, means for supplying train controlling current from said circuit to each section when the corresponding approach relay is energized in such opposite direction and the track relay for thesection next in advance is energized,means for supp y n when'the track relay for the section next in advance is de-energized, and means for supplying each section with track circuit current when the corresponding approach relay is energized in said one direction and the track relay for the section next inadvance is energized.

4. In combination, a rear, a middle and a forward section of railway track, a track relay for each section, means for normally supplying track circuit current to said rear and forward sections, a polarized approach relay for said middle section, means effective when the track relays for said rear and middle sections are energized to energize said approach relay in one direction, means efiective when section is deenergiz'ed to energize said approach relay in the opposite direction, means controlled bysaid approach relay and bythe track relay for said forward section for at times supplying said middle section with track circuit current, and means also controlled by said approach relay and by the track relay for the forward section for at other times supplying the middle section with train controlling current. i

5. Railway traflic controlling apparatus comprising a block of railway track having a plurality of successive track sections, a track relay forkeach section, a line relay, a source of energy, a pair of-line wires controlled by a front contact of each said track relay'noreach section with track circuit current mally connecting said source with said line relay, for governing traffic through said block, means efiective when a train occupies the block for supplying-train controlling current a to each section in advance of said train over at leaStiL pOTtlOH of said line wires, and means for supplying track circuit current to the rails of each section in rear of said train.

6. In combination with a block of railway track having a plurality of successive track sections, a track relay for each section, a polarized approach relay for each section, means for supplying theapproach relay for the first section with current of one relative- -polarity or the other according as the as sociated track relay is energized or de-energized, means for supplyingeach of the remaining approach relays -with current of one relative polarity when the associatedtrack relay is energized provided the'track; relay for said first section is also energized, means for supplying each of" said remaining'approach" relays with current of the opposite relative polarity when the" corresponding track relay is deenergized, and means controlled in part by each approach relayfor at times supplying the associated section with train controlling current and for at other times supplying the associatedgse'ction with track circuit current. v

7 In combination with a block of railway track having a plurality of successive track sections, a track relay for each section, a

polarized approach relay for each section, means for energizing the approach relay for thefirst section in the normal'or reversedilay is energized or de-energized, means for a device controlled bysaid line relay 7 rection according as the associated track re- V responding track relay is energized and the approach relay for the section next in rear is energized in the normal direction, means for energizing each of said remaining approach relaysin the reverse direction when the corresponding track r'el'ay'is de-energized, and means controlled" in part by each approach relay for at times supplying the associated section with train controlling current and for at other times supplying the associated section with track circuit current.

8. In combination with a' block of railway track having a plurality of successive track sections, a track relay for each section, a

polarized approach relay for each section, means for energizing the approach relay for the first section in the normal or reverse direction according as the associated track relay is energized or de-energized, means for energizing each of the remaining approach relays in thenorm'al directionrwhen the corresponding traolrrelay'is energized and they approach relay for the section next in rear is energized in the normal direction provided 

